Internal-combustion-engine control.



I. R..KRUG.

HON ENGINE common APPLICATION FILL!) MAY L, 1913.

INTERNAL COMBUS Patented Apr. 14, 1914.

S ILL-E1 1 2 SHEETS 6 Norm 9,1

I. KRUG.

INTERNAL COMBUSTION ENGINE CONTROL.

APPLICATION FILED MAY 6, 11 15.

Patented Apr. 14, 1914.

2 SHEETS-SHLE'L' 2.

a n uentoz lvi/lmeooao E11 3. 3. KBUG, OF PHILADELPHIA, PENNSYLVANIA.

INTERNAL-MBUSTION-ENGINE CONTROL Application filed May 6, 1.913. Serial No. 765,892.

To all whom it may concern Be it known that I, IRA R. Kroc, a citizen of the United States, residing at Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented new and useful Improvements in Internal-Coinbustion-Engine Controls, of which the following is a specification.

This invention relates to internal combustion engine controls, the broad object of the invention being to provide means for automatically controlling the supply of mixture to tli eIIlOtOI in accordance with the demands of the motor under varying loads, the amount of mixture passing to the engine being influenced by the velocity of the engine cooling medium during the circulation of said medium.

iting the closing movement of said valve,

said device embodying a plurality of stop faces, each of which is a(.ljustable independently of the other, so as to set the throttle valve in accordance with the position of the manually operated controls.

With the above and other objects in view, the invention consists in the construction, combination and arrangement of parts, as will be hereinafter more fully described, illustrated in the accompanying drawings, and pointed out in the claims hereunto appended.

In the drawings: Figure 1 is a side elevation, showing the mechanism of this invention applied to the intake pipe of an internal combustion motor, said view being partly in section. Fig. 2 is a section tl'irough the same on the line 2-2 of Fig. 1, looking up ward. Fig. 3 is a view similar to Fig. 1, showing a part of the circulating system. in section. Fig. 1 is a detail section showing the cylinder and piston construction taken at right angles to Fig. Fig. 5 is a vertical section on the line55 of Fig. 3.- Fig. Gis a detail fragmentary perspective view of the sacrament OFF-maid"? manually operated slide showing one of the stops andthe adjusting means therefor.

In the drawings, 1 designates a carburetor forming the source of supply of the explosive mixture, and 2 the intake pipe whichlcaols' from the carbureter or source of supply'to the intake manifold of a multiple cylinder engine, such as is ordinarily used in automobiles, motor trucks, and the like In carrying out the present invention, a throttle valve casing 3 is interposed between the attaching flange l of the carburcter and the corresponding flange 5 of the intake pipe 2, and within the central opening 6 of said casing is arranged what is known as a but tor-fly valve 7 in the form of a disk, thestem 8 of which extends diametrically across the opening 6 enabling said butter-fly valve, which in fact constitutes the throttle valve of the engine, to entirely close or practically entirely open the intake pipe 9.. Mounted on one end 01 the stem 8 of said throttle valve is an elbow lever 9, to which is -pivotally connected, at 10,41 piston rod 11 hav ing a joint 12- to avoid cramping. The rod 11 passes through a smiling box '13 at one end of a cylinder l-l which is located in the circulating pipe 15,-through which the coolthe construction now in common use in in ternal combustion motors. In carrying out the present invention, a

mg agent circulates in a manner similar. to

branch pipe 16 leads oil? from the cylinder 14, which in reality forms an extension of the pipe 15, said b'anch pipe extending at an angle from the cylinder 14 so as to providc an elongated or substantially elliptical outlet 1? for said cylinder on the inner lend of the rod 11 is a piston 18 movable back and forth in the cylinder 14-, said piston being, therefore, located in tho'path of I movement of the circulating cooling agent which is ordinarily forced through the rirculating system by a pump driven by the 1 motor. 1

19 designates a. screen. arranged inthe re-' rciving end of the cylinder l t to prevent fore1gn matter from entering the cylinder and mterfermg wlth the movement of the piston 18. i

It will now be observed'that as the cooling agent passes through the pipe 15 "and through the branch pipe 1.6 hack to the main circulating system, the pressure of'the'cool ing agent acts against the piston 18 and causes a longitudinal movement of the rod 11 which acts on the elbow lever 9 and turns the stem 8 of the throttle valve 7 toward a closed position, the movement of the valve toward its closed position being in accordance with the "amount of pressure of the cooling agentagainst the piston 18, and the amount of pressure being governed by the speed of the engine and the pump which causes the circulation through the system. Therefore, should the engine start to race, the cooling agent will be forced with a greater velocity through the system acting with greater pressure on the piston 18 and moving the throttle valve 7 toward its closed position, thereby immediately throttlin down the engine exactly in proportion to the speed of the engine.

In order to limit the amplitude of movement of the throttle valve in the closing action thereof, the elbow lever 9 is provided with a roller 20 which is adapted to come into contact with a series of stops on a manually controlled element 21, shown in the form of a slide movable perpendicularly across the intake pipe 2, to which it is attached by means of a stud or screw which passes through a guide slot 23 extending len thwise of the slide 21.

xtending outwardly from the slide 21 is a series of supporting screws 24, connected to which is a corresponding series of stops 25, each of which, as shown in Fig. 6, is in the form of a spring bow provided at one end with an eye 26, through which one of the screws 24: passes, the opposite or free end of said how resting a ainst theadjacent screw 24. The extent 0 projection of the stop 25 is adjusted by means of a screw 27 which is threaded through a flange 28 extending along the upper edge of the slide 21,.the position of the screw 27 being fixed by a lock nut 29. By turning the screw 27,

. the radius 'ofthe are or bow of the stop 25 bring the appro may be increasedordiminished to give the desired projection thereto, adapting the stop to act sooner or later on the roller 20 for the purpose of restricting, more or less, the closing movement of the throttle valve 7. Eadhofthe bowed stops is adjustable in the manner described and by the means referred to independentl of the other stops.

The sliding e ement 21 is shifted back and forth by means-of a connecting rod 30 which has .ajointed connection with an o crating armfilfast on an operating sha t 32, so that by swinging the arm 3l, the necessary movement is impartedto the slide 21 to riate stop 25 into the path of movement o the roller 20 of a throttle ye I, j

F'Plre arm 31 is attached to and operated by the ordinary' gear shift lever (not shown) so that said arm 31 is moved backwardly and forwardly in accordance with the move ment of the gear shift lever. It is desirable and necessary, to secure the best results, to limit the amount of gas passing to the cylinders in accordance with the increase or decrease of the speed of the engine and this is accomplished by adjusting the set screws above referred to and giving more or less curvature to the members 25 thereby correspondingly varying the extent to which the butter-fly or throttle valve may be opened. Thus if less gas is desired on the highest speed, the corresponding screw may be turned until the butter-fly valve will nearly close the passage under the influence of the pressure exerted by the circulating water on the piston 18.

From the foregoing description, it will now be understood that the position of the throttle valve is regulated by the velocity of the engine cooling agent passing through the circulatory system. Therefore, when the engine has a tendency to race, it is immediately throttled by the movement of the throttle valve, the arrangement referred to being particularly valuable in case the clutch is thrown out and the engine relievedof its load, the mechanism serving to immediately throttle the engine and correct the tendency of the same to race.

What is claimed is:

1. The combination with the intake pipe of'anintemal combustion engine, of a throttle valve controlling said pipe and actuated by the current-of the engine cooling medium in accordance with the velocity of said medium, and an adjustable stop for limitin positively the amplitude of movement 0. said valve in accordance with the r uirements of the engine under varying loii ds.

2. The combination with the intake pipe of an internal combustion engine, of a throttle valve'controlling said pipe and actuated by the current of the engine coolin medium in accordance with the velocity 0 said medium, and an element connected with the gear shift lever for limiting the amplitude of movement of said valve in accordance with the requirements of the engine under varyin loads. I 3. T e combination with the intake pipe of an internal combustion engine, of a throttle valve controlling said pipe and actuated by the current of the engine cooling medium in accordance with the velocity of said. medium, an element connected with the gear shift lever, and a series of stops carried by said element and acting to limit the amplitude of movement of said valve in accordance with the re uirements of the engine under varying loa ds.

4:. The combination with the intake pipe of an internal combustion engine, of a throtby the current of the engine cooling medium in accordance with :the velocity of said mctle valve controlling said pipe and actuated iso dinnn an element connected with the gear shift lever. and a series of stops carried by said element and acting to limit the ampli tude of movement of said valve in accordance with the requirements of the engine under varying loads, each of said stops being adjustable independently of the others for the purpose specified.

of an internal combustion engine, of a throttle valve controlling said pipe and actuated by the current of the engine cooling medium in accordance with the elocity of said medium. an element clmnected with the gear shift lever. and a series of stops carried by saul element and acting to hnnt the amplimile of movement of said valve in accordanfce m'ith the requirements of the engine under varying loads, each of said stops embodying a spring how, and means for varying the radius of the arc of said how.

. r In testimony whereof I afiix my signature 5. The combination with the intake pipe.

in presence of two witnesses.

IRA R. KRUG.

Witnesses HELP: G. DALEY, humus C. SMITH. 

